超临界压力航空煤油RP-3在竖直微细管内的对流换热实验

以实验方式对超临界压力RP-3在内径为1.09mm微细管内的对流换热进行了研究,剖析了系统压力、加热热流密度、流动方向及浮升力这些因素对对流换热的影响。实验中热流密度控制为180~460kW/m2,系统进口压力变化范围为3~5MPa,进口雷诺数在3200~10200范围内变化。结果表明:对于向下流动,在实验段入口处浮升力对换热产生了恶化作用,热流密度越大,恶化作用越强;系统压力主要是通过影响流体热物性对对流换热产生影响;不同流动方向对对流换热的影响十分显著,整体上向下流动换热得到强化,向上流动换热得到恶化。      

竖直圆管内浮升力对超临界碳氢燃料裂解传热传质特性的影响

为了探究再生冷却过程中,浮升力对竖直圆管内超临界碳氢燃料裂解传热传质特性的影响,基于详细裂解反应动力学模型,建立了同时考虑碳氢燃料流动传热和裂解吸热的耦合算法,在此基础上对竖直管道内,浮升力对超临界RP-3的流动、传热和裂解反应的影响展开了数值研究。计算结果表明：与不考虑浮升力的情况相比,在浮升力影响显著的条件下,浮升力增强了向下流动的碳氢燃料壁面处与中心流区域的传热传质过程,燃料温度和裂解率的径向分布更加均匀,燃料吸热能力增强,换热系数上升,同时可以有效地抑制管道壁面上结焦的生成;而对于向上流动的流体,浮升力不利于壁面处与中心流区域的传热传质,导致冷却通道内碳氢燃料温度和裂解率径向分布的不均匀性增强,燃料吸热能力降低,换热系数下降,同时增加了管道壁面上的结焦量;同时,为了更好地理解浮升力的影响,本文还对不同壁面热流密度下向上和向下冷却通道内超临界碳氢燃料的裂解传热特性进行了分析;判别式Bo^*<6.0×10^-7不能准确地预测竖直管道内浮升力对超临界碳氢燃料裂解换热的影响。     

压力对水平管内超临界碳氢燃料流动换热影响实验

通过实验装置研究了系统压力对水平管内超临界碳氢燃料RP-3流动换热特性的影响规律,并对管内燃油径向热物性变化、浮升力以及热加速对流动换热特性的作用机理进行了分析.结果表明:管内燃油表面传热系数随主流温度升高而增大,不同系统压力下,燃油在相同无量纲温度点热物性变化速率的不同导致了表面传热系数和Nu_x峰值的差异;燃油主流温度与内壁温度之间的差异而导致的热物性差别是造成管内换热规律变化的主要原因,浮升力和热加速作用对换热特性的影响可以忽略;无量纲参数Gr_q/Gr_th可以更好地反映超临界压力碳氢燃料RP-3在水平管内的沿程流动换热特性变化规律.      

竖直圆管内超临界碳氢燃料换热恶化的直径效应

利用Fluent对超临界压力下直径对碳氢燃料换热恶化的影响进行数值研究,湍流模化采用Launder-Sharma（LS）低雷诺数模型,物性采用广义对应态法则对RP-3替代燃料计算。计算条件：系统压力为3 MPa,进口温度为573 K,热流密度为500 kW/m²,质量流量为0.001 5和0.003 0 kg/s,直径范围为1~10 mm。正常换热条件下的计算壁温和实验结果基本吻合,证明了计算方法的准确度。结果表明：强制对流下小质量流量时直径越大,换热恶化程度更高且更提前发生,换热恶化是由定压比热容处于极大值后的急剧下降区导致的,大质量流量时直径与壁温成正比,无换热恶化发生;浮升力效应仅在小质量流量下起作用,随着直径增大而加强,给出RP-3流动换热时浮升力起作用的判据和不同直径下换热恶化的边界。     

压力对超临界碳氢燃料换热恶化影响的数值研究

为了研究竖直管道内压力对超临界碳氢燃料换热恶化的影响,采用数值模拟的方法,选择RP-3的四组分替代模型和LS低雷诺数湍流模型,分别从浮升力和物性的角度深入分析压力作用机理,并对比了直径2mm与10mm管道内压力的作用效果。各工况下计算结果与实验数据基本吻合,证实了计算方法的准确性。数值模拟结果表明:不考虑裂解结焦的情况下,系统压力超过5MPa后,碳氢燃料物性随温度变化趋于平缓,密度及比热容在管内不均匀性得到改善,同时壁面附近比热容平均值增大,使得管内换热恶化得到有效缓解;而在直径10mm管道内,热流从壁面到主流区传播减慢,管壁与管道轴心处流体温差最大可达300K,物性不均匀现象加剧,增大压力对换热恶化的缓解效果被削弱。     

浮升力对竖直上升圆管内超临界航空煤油换热的影响及评价准则

为深入理解航空发动机再生冷却热防护中的换热机理,对竖直上升圆管内超临界压力RP-3航空煤油的传热恶化开展了实验研究。探究了两类传热恶化的换热特征和形成机理,考察了热流密度、质量流量和进口压力对传热恶化的影响机制。获得了两类传热恶化的起始条件判别准则。以Nu/Nu0=0.75作为依据,建立了浮升力影响评价准则。通过格拉晓夫数修正实现了换热关联式预测。结果表明：两类传热恶化出现在不同条件下,低温区传热恶化源于边界层转捩和浮升力的综合作用,当进口雷诺数高于5730时其不再出现;高温区传热恶化的临界热流密度可以表述为质量流量的函数关系。当浮升力参数Grb/Re2.7和Gr/Re2分别高于10-7、10-3时,浮升力作用不可忽略。改进的换热关联式具有合理的预测精度,满足热防护系统设计的工程运用。     

多影响因素作用下碳氢燃料跨临界过程换热恶化的数值研究

为深入理解多影响因素作用下碳氢燃料跨临界过程换热恶化的特性，基于开源计算软件OpenFOAM对超临界RP-3的流动换热过程进行数值模拟。采用广义对应状态法则对碳氢燃料替代模型的物性进行计算，湍流模型选用SST(shear stress transport)k-ω湍流模型。与实验数据比较，热流密度为300~400kW/m2内的计算壁温平均误差小于3%。研究分析了换热恶化机理，讨论压力、进口温度、热流密度与质量流量之比对RP-3换热特性的影响。结果表明:拟临界温度附近RP-3热物性的剧烈变化是强制对流下发生换热恶化的主要原因；提高压力、降低热流密度与质量流量之比或减小进口温度是避免流体在拟临界温度附近发生换热恶化的有效措施；提出了换热恶化预测关联式，为主动再生冷却技术提供参考。      

超临界压力下航空煤油传热恶化判别准则

为防止航空发动机热防护中的传热恶化现象，对竖直上升圆管内超临界压力RP-3航空煤油的换热开展了实验研究。着重考察了热流密度、进口压力、进口温度等运行参数对传热恶化的影响。探究了传热恶化特性，获得了传热恶化起始条件判别准则。进一步分析了浮升力和热加速对传热恶化的影响，建立了适用于航空煤油新的浮升力和热加速判别准则，以及考虑两者影响的换热关联式。结果表明：航空煤油传热恶化出现在Nu/Nu₀<0.5的条件下。以此作为依据，当浮升力因子Bu>1.6×10^-6或热加速因子Ac>3.3×10^-6时，引发传热恶化现象。换热关联式兼顾了浮升力和热加速影响，具有较高的预测精度。     

超临界压力航空煤油热声振荡与传热恶化实验研究

为了深入理解超燃冲压发动机再生冷却系统中碳氢燃料的流动传热规律,对竖直上升圆管内RP-3航空煤油的超临界对流换热做了实验研究。详细探讨了质量流速、热流密度、压力等对管壁温度和换热系数分布的影响,并拟合得到了过渡区和湍流区的对流换热经验关系式。结果表明:近临界和较高压力下的换热呈现出迥异的特征。在近临界压力过渡区的高进口过冷度工况,近壁流体密度和黏度的综合作用引起了热声振荡现象,使换热显著增强;而主流温度处于拟临界温度附近时却出现了由近壁流体体积急剧膨胀导致的传热恶化现象。在高压力下,过渡区热声振荡和湍流区传热恶化都不会出现,但低质量流速时强浮升力使过渡区进口段出现了严重的壁温飞升现象。新关系式具有良好的适用性,预测值与实验值的相对误差在20%以内。     

竖直下降圆管内超临界压力RP-3航空煤油传热恶化实验研究

为理解空-油换热器中的冷却换热特性，对竖直下降圆管内超临界压力RP-3航空煤油的换热进行了实验研究。探究了稳态换热特征和换热机理，探讨了质量流量、热流密度、运行压力和进口温度对换热的影响；基于拟沸腾数提出了传热恶化的临界准则以及壁温最大飞升值的预测准则；通过浮升力和热加速判别准则分析了两者对换热的影响；实现了换热关联式预测。结果表明：浮升力和热加速对换热的影响可以忽略。拟沸腾换热机制，即近壁流体膨胀力相比惯性力占主导时，类气态流体层覆盖壁面是传热恶化的原因。当拟沸腾数高于2.5×10^-4时，拟沸腾换热机制起作用。最后，探究了泄压过程中的瞬态换热特征。泄压过程中拟沸腾数不断增大，传热恶化加剧，高泄压速率下甚至出现壁温波动。     

Effect of turbulence models on predicting convective heat transfer to hydrocarbon fuel at supercritical pressure

A variety of turbulence models were used to perform numerical simulations of heat transfer for hydrocarbon fuel flowing upward and downward through uniformly heated vertical pipes at supercritical pressure. Inlet temperatures varied from 373 K to 663 K, with heat flux rang-ing from 300 kW/m2 to 550 kW/m2. Comparative analyses between predicted and experimental results were used to evaluate the ability of turbulence models to respond to variable thermophys-ical properties of hydrocarbon fuel at supercritical pressure. It was found that the prediction per-formance of turbulence models is mainly determined by the damping function, which enables them to respond differently to local flow conditions. Although prediction accuracy for experimental results varied from condition to condition, the shear stress transport (SST) and launder and sharma models performed better than all other models used in the study. For very small buoyancy-influenced runs, the thermal-induced acceleration due to variations in density lead to the impairment of heat transfer occurring in the vicinity of pseudo-critical points, and heat transfer was enhanced at higher temperatures through the combined action of four thermophysical properties: density, viscosity, thermal conductivity and specific heat. For very large buoyancy-influenced runs, the thermal-induced acceleration effect was over predicted by the LS and AB models.     

Numerical investigation on flow and heat transfer characteristics of supercritical RP-3 in inclined pipe

Numerical simulations of flow and heat transfer to supercritical RP-3 through the inclined tubes have been performed using LS k–e model embedded in Fluent. The physical properties of RP-3 were obtained using the generalized corresponding state laws based on the fourcomponent surrogate model. Mass flow rate is 0.3 g/s, system pressure is 3 MPa, inlet temperature is 373 K. Inclination of the inclined pipe varied from -90° to 90°, with heat flux varied from 300 k W/m~2 to 400 kW/m~2. Comparison between the calculated result and the experimental data indicates the range of error reasonable. The results of ±45° show that temperature inhomogeneity in inclined pipe produce the secondary flow in its cross section due to the buoyancy force. Depending on the strength of the temperature inhomogeneity, there will be two different forms of secondary flow and both contribute to the convective heat transfer in the pipe. The secondary flow intensity decreases when the inhomogeneity alleviates and thermal acceleration will play a leading role. It will have a greater impact on the turbulent flow to affect the convective heat transfer in the pipe. When changing the inclination, it affects the magnitude of the buoyant component in flow direction. The angle increases, the buoyancy component decreases. And the peak temperature of wall dominated by the secondary flow will move forward and increase in height.     

超临界压力下航空煤油在并联管中流量分配特性

研究了超临界压力下国产航空煤油RP-3在竖直并联U型管中的流量分配特性,分析了工质温度、系统压力以及加热热流密度不对称性对流量分配特性的影响规律.其中实验段内、外径分别为1.8mm和2.2mm, 实验中质量流量保持为4g/s,系统压力变化范围为3~5MPa,热流密度变化范围为q=60~240kW/m2. 实验结果表明:较低系统压力下,等热流密度加热至管路油温达到拟临界温度附近时会诱发支管流量的较大变化,从而导致并联管系统各支路流量的重新分配;加热不均对支路流量的影响非常显著;另外,提高系统压力可以有效抑制并联管系统中各支路流量分配失衡,增强系统的稳定性.      

Frictional resistance of supercritical pressure RP-3 flowing in a vertically downward tube at constant heat fluxes

Based on the demands of compact heat exchangers and micro cooling channels applied for aviation thermal protection, the flow resistance characteristics of aviation kerosene RP-3 were experimentally studied in a vertically downward circular miniature tube with an inner diameter of 1.86 mm at supercritical pressures and constant heat fluxes. A long and short tube method was used to accurately calculate the frictional pressure drop, and experimental conditions are supercritical pressures of 4 MPa, mass flow rates of 2–4 g/s (i.e., mass fluxes of 736–1472 kg/(m²?s)), heat fluxes of 100–500 kW/m², and inlet temperatures of 373–673 K. Results show that the sharp variations of thermophysical properties, especially density, have significant influences on frictional resistances. Generally, the frictional pressure drop and the friction factor increase with increasing inlet temperatures, and this trend speeds up in the relatively high-temperature region. However, the friction factor has a sudden decline when the fuel outlet temperature exceeds the pseudo-critical temperature. The frictional pressure drop and the friction factor basically remain unchanged with increasing heat flux when the inlet temperature is relatively low, but increase quickly when the inlet temperature is relatively high. Besides, a larger mass flux yields a higher pressure drop but does not necessarily yield a higher friction factor. Finally, an empirical friction factor correlation is proposed and shows better predictive performance than those of previous models.